Coordinated clutch and brake control for vehicle driving mechanism



y 5, 1952 H. M. STUELAND 2,596,053

COORDINATED CLUTCH AND BRAKE CONTROL FOR VEHICLE DRIVING MECHANISM Filed May 16, 1946 5 Sheets-Sheet 1 IN V EN TOR.

HAROLD M. STUELAND ATYURNEYE May 6, 1952 H. M. STUELAND COORDINATED CLUTCH AND BRAKE CONTROL FOR VEHICLE DRIVING MECHANISM Filed May 16, 1946 5 Sheets-Sheet 2 INVENTOR. HAROLD M. STUELAND A TTORNE YS.

May 6, 1952 STUELAND 2,596,053

COORDINATED CLUTCH AND BRAKE CONTROL FOR VEHICLE DRIVING MECHANISM Filed May 16, 1946 5 Sheets-Sheet 5 INVEN TOR. HAROLD M. STUELAND ATTORNEYS.

y 6, 1952 H. M. STUELAND' I 2,596,053

' .COORDINATED CLUTCH AND BRAKE CONTROL FOR VEHICLE DRIVING MECHANISM Filed May 1a, 1946 5 Sheets-Sheet 4 5 I I 4 INVENTOR. A

ROLD M. STUELAND H. M. STUELAND COORDINATED CLUTCH AND BRAKE CONTROL May 6, 1952 FOR VEHICLE DRIVING MECHANISM 5 Sheets-Sheet 5 Filed May 16, 1946 FIG. 6

HAROLD M. STUELAND ATTORNEYS.

Patented May 6, 1952 COORDINATED CLUTCH AND BRAKE CON- TROL FOR VEHICLE DRIVING MECHANISM Harold M. Stueland, East Moline, 111., assignor to Deere & Company, Moline, 111., a corporation of Illinois Application May 16, 1946, Serial No. 670,257

7 Claims. (Cl. 18070) The present invention relates generally to tractor drive mechanism and has for its principal object the provision of a novel and improved power transmitting mechanism which can be attached externally to a tractor for driving the traction wheels of the tractor by power transmitted from the engine crank shaft through the attachment mechanism, which includes a clutch device and which is connected in such a manner that the drive attachment may be used for propelling of the tractor in one direction, and the internal transmitting mechanism may be alternatively used for driving of the tractor in the opposite direction through the conventional tractor clutch. Thus, by using the two clutches selectively for controlling the forward and rearward movement of the tractor, the operator is relieved of the necessity for shifting gears each time a change in direction of movement of the tractor is desired.

Certain types of tractor operations require frequent reversals of the direction of travel, such as, for example, when a front end mounted loader is used for loading manure or other material into a spreader or like conveyance.

Other proposals for providing a tractor with two parallel connected power transmitting systems controlled by a pair of clutches have been made in the art, from time to time, such as, for example, see Patent 2,186,306 granted to Paul, January 9, 1940. Most of the proposals made heretofore, however, entail the installation of considerable additional mechanism within the body of the tractor, which either requires a considerable amount of rebuilding of the tractor, or occupies an excessive amount of valuable space which is needed for other purposes.

More specifically, therefore, it is an object of the present invention to provide a power transmitting mechanism which can be applied as an attachment on a tractor, and isreadily attachable and detachable so that it can be removed when it is not required, and which occupies a minimum of space. A further related object has to do with the provision of a drive attachment, which supplements the internal power transmitting mechanism of the tractor, whereby the latteris used to drive the tractor in one direction of rotation, and the attachment mechanism is used alternately to drive the tractorin the opposite direction of travel.

Still another object of my invention relates to the provision of an attachment mechanism which includes not only a clutchmechanism, but also a normally engaged brakemechanism-for applying a brake to stop the tractor when the clutches are disengaged. One of the principal disadvantages of the prior art'devices, of which I am aware, lies in the absence of braking mechanism which cooperates with the clutch mechanism to stop the tractor between reversals of movement, with the result that either the operator of the tractor is burdened with the additional duty of reaching for the tractor brake each time the tractor is reversed in direction, or, as more frequently occurs, the operator releases one clutch and immediately applies the other, which is thus required to first stop the tractor by friction between the two oppositely rotating clutch members, before it accelerates the tractor in the new direction. This causes excessive wear on the friction surfaces of the clutches, and furthermore, one or the other of the two clutches tends to drag while the tractor is standing still, thereby causing a tendency for the tractor to creep in one direction or the other, creating a hazard to life andproperty.

A further object of my invention, therefore, has to do with the provision of a single control lever which is connected with the two clutch mechanisms and the brake mechanism, in such amanner that when the control lever is positioned in an intermediate neutral position, the brake is applied automatically, thus holding the tractor against creeping movement while it is standing idle with the engine running. By moving the control lever in either of two relatively opposite directions, one or the other of the two clutch mechanisms is thus engaged, and at the same time the brake mechanism is disengaged, to propel the tractor in a forward or reverse direction, selectively. Thus, the procedure for reversing the direction of the tractor is simplified from the normal procedure, which requires the operator to disengage the clutch, apply the brake, shift the gears to the reverse connection, release the brake, and engage the clutch, to a simple'procedure which comprises merely swinging the control lever from one position to the neutral position, and then to the opposite engaged position. This leaves the operator relatively free to control the loader or other implement which is being used.

These and other objects and advantages of my invention will be apparent to those skilled in the art after a consideration of the following description, in which reference is had to the drawings appended hereto, in which:

Figure 1 is a top plan view of the rear portion of a conventional tractor, on which atmwer 3 transmitting attachment embodying the principles of my invention, is installed;

Figure 2 is a side elevational view of the rear end of the tractor, with the near traction wheel removed to expose the attachment device;

Figure 3 is a sectional elevational view taken substantially on the line 3--3 of Figure 1;

Figure 4 is a top plan view of the intermediate portion of a tractor body, showing a modified form of power transmitting attachment embodying the principles of the present invention;

Figure 5 is a side elevational view of the embodiment shown in Figure 4; and

Figure 6 is a sectional view, drawn to an enlarged scale and taken substantially on the line 6-6 of Figure 5.

Referring now to the drawings and more particularly to Figures 1, 2 and 3, the tractor is indicated in its entirety by reference numeral l9 and comprises a relatively narrow, longitudinally extending body H carried on a pair of oppositely disposed laterally extending rear axle housings I2 I 3, within which are journaled a pair of drive axles I l, I5, respectively, on which are mounted traction means such as a pair of traction wheels I6, l 'l respectively. The tractor I3 is shown as a wellknown conventional type having a transverse crank shaft 20 which extends through the narrow tractor body I I and has one end projectmg outwardly to support an external flywheel 2 l, and the other end of the crank shaft 20 carries a combined clutch and belt pulley assembly 22. The tractor engine is a two cylinder design, the two piston rods being indicated by reference numerals 23, 24, and extending forwardly from the crank shaft into the cylinders (not shown).

The combined clutch and belt pulley 22 is of awell known design, which is fully disclosed in Patent 1,702,371, granted February 19, 1929 to Witr-y, and therefore it is not considered necessary to repeat the complete description thereof at this time, since the above patent may be referred to for the detailed description. For present purposes, the pulley and clutch assembly 22 is illustrated more or less diagrammatically, and comprises a cylindricalbelt pulley 25, which is hollow and has a supporting disk or web 26, which is carried on a cylindrical sleeve or hub 27 journaled on the outer end of the crank shaft 20. A spur gear 28zis rigidly'mounted on the inner end of the hub 27 and is disposed in mesh with a comparatively large diameter gear 33, which is mounted on a transversely extending transmission shaft 3!, which is journaled within the body ll of the tractor and is connected through a change speed gear mechanism and differential gear mechanism (not shown) to the drive axles M, [5, in a manner well known to those skilled in the art. There is shown in Figure 1 a main gear G which may be taken as representative of the power input member for the final drive to the rear axles and wheels. The details of construction of one type of transmission mechanism that could be employed are completely described in Patent 2,103,543, granted to McCormick et al., December 28, 1937.

The outer surface 32 of the pulley disk 26 serves as one of the clutch elements of the clutch mechanism 22 and is part of driven means for the traction wheels l5 and IT. A clutch plate 33 is rigidly fixed on the outer end of the crank shaft 20 by suitable splines or the like (not shown), and the outer clutch disk 34 is adapted to engagethe outer surface of the clutch disk 33. v

The clutch is controlled by avertically disposed control shaft 38 journaled in the tractor body and connected to a yoke 32a which is in turn engaged with an annularly grooved collar 32b, for example, as typical of suitable mechanism for effective engagement or disengagement between the pulley supporting disk 25 and clutch plate 3 3 responsive to alternate angular movement of the control shaft 38. The control shaft 38 is provided with an inwardly extending actuating arm 39, by which the shaft 38 can be rocked to actuate the clutch mechanism.

The control arm 39 is coupled to a rearwardly extending link 43, which is pivotally connected at 45 to the lower end of a control lever 44, which is swingably mounted on a pivot pin 45 supported on a bracket 41 on top of the tractor body. This control lever 44 and link 43 are part of the original tractor equipment and operate to engage the clutch plates 26, 33, 34 by swinging the control lever 54 forwardly from a neutral status in which the clutch 22 is disengaged, thereby swinging the link 43 rearwardly tojmove the actuating link 39 in a counterclockwise direction. Conversely, the clutch is disengaged by'turning the control lever 44 rearwardly to a substantially vertical neutral position.

The conventional tractor is also provided with a longitudinally extending power take-off shaft 50, which extends outwardly from the rear end of the tractor body and is provided with a splined portion 5| at its rear end for the purpose of connecting the power shaft to any implement associated with the tractor to supply power thereto. As disclosed in detail in the McCormick et al. patent cited above, the forward end of the power take-off shaft 50 is connected through a pair of intermeshing bevel gears 52, 53 with a transverse shaft 54, which is connected to the transmission shaft 3! through a train of gears 55 disposed one above the other in intermeshing relation.

According to the present invention, the tractor is driven in a forward direction through its internal power transmission mechanism, with the change speed gears set in any desired connection, and the conventional tractor clutch 22 is used to connect the crank shaft 20 to the gear G and thus to the wheels [6, I! for propelling the tractor forwardly. The tractor is driven rearwardly by power transmitted from the flywheel end of the crank shaft 20 to the rear end of the power take-offshaft 50, which drives through the bevel gears 52, 53, the shaft 54, and the train of gears 55 to the transmission shaft 3|, and then through the internal change speed mechanism and gear G to the tractor axles l4, [5. To accomplish this result, the crank shaft delivers its power through driving means including a V-belt pulley 56 which is secured to the flywheel 2| by suitable bolts 51. A V-belt 58 is trained over the pulley 56, and delivers power to a clutch and brake assembly, indicated in its entirety by reference numeral 60, which is preferably the design disclosed and claimed inmy Patent No. 2,281,318 granted August 7, 1945.

The assembly 50 comprises a tubular shaft 61, the interior of which is splined at its forward end at 62 to engage the splines 5| of the power takeoff shaft 50. This forward end is j'ournaled in a bearing 63, which is supported on a transverse angle member 64, which is part of an attachment frame 65, which also includes a structural angle member 66, the two ends 61, 6'! of which are disposed vertically and are secured to the tractor axle housings l2,- [3 by bolts 68, which engage implement supporting bosses 69 formed integrally with the axle housings, as is well known to those skilled in the art. The angle member 66 extends in a horizontal rearwardly extending U-shape, the rear portion of which carries a bearing 18, in which the rear end of the tubular shaft 6| is journaled. The forward end of the shaft 6| is provided with a radially extending flange 1|, which bears against the transverse member 64 through a pair of thrust bearing shims or washers 12, and which prevents the shaft 6| from sliding rearwardly off the power take-off shaft 50. Thrust in the opposite direction is taken through a pair of thrust washers 13, which bear against a radial flange 14 on the rear end of the bearing member 10, and against a pair of lock nuts 15 threaded on the rear end of the shaft 6|.

The power transmitting belt 58 engages a V-.

shaped groove 80 in a pulley member 8|, which is journaled on a sleeve 82, the latter being slidable axially on the tubular shaft 6|. The forward face 83 of the pulley member 8| serves as the continuously rotating element of the clutch 60. A driven clutch element 84 comprises a disk having a hub 85 secured to the tubular shaft 6| by a key 86, which prevents rotation of the clutch member 84 relative to the shaft 6|, but permits axial sliding movement to engage the two clutch members 8|, 84. The clutch is shown of the multiple plate type and comprises a plurality of axially slidable plates 81, which engage splines 88 on the pulley member 8|, and an intermediate clutch plate 89 which engages axially extending splines 08 on the clutch member 84. Thus, the alternate clutch plates 81, 89 are coupled to rotate with the clutches members 8|, 84, respectively and provide the friction surfaces through which power is transmitted from the pulley member 8| to the driven member 84 when the two clutch members are urged toward each other in engaged relation.

The driven clutch member 84 comprises part of brake means for the driven means which ultimately affects the traction means and for this purpose is provided with an outwardly flaring housing portion 95 provided with a radially extending flange 96, to which is secured a brake element 81 in the form of an annular frusto-conical member having a flange 88 which is secured to the flange 96 by bolts 99. The brake member 01 is provided with a brake lining I of asbestos or other suitable brake lining material, which engages a cooperative conical brake element IOI in the form of a flange portion which flares rearwardly from a radial flange I02 on the forward bearing member 63.

By shifting the clutch member 84 rearwardly, the inner and outer brake elements IOI, 91, are brought into wedging engagement with each other, and, since the inner flange I 0| is stationary, the outer brake element 91 is restrained from rotation by the fritcion of the brake lin ing I00 against the inner flange IOI. Conversely, by shifting the clutch member 84 forwardly on the tubular shaft 6|, the brake elements 91, IN are separated, thereby disengaging the brake and permitting the clutch member 84 to revolve freely, together with the tubular shaft BI and i the power take-off shaft 50.

84. The spring I does not rotate and bears against the inner side of the flange I02 and acts in compression against an annular thrust member I06, which extends radially outwardly from a sleeve I01 journaled on the hollow shaft 6|. A pair of thrust washers I08 are disposed between the stationary thrust member Il06 and the inner end of the hub 85. The rearwardly acting force of the compression spring I05 urges the slidable clutch member 84 rearwardly, together with the tapering brake element 91, to engage the latter with the stationary brake element IOI, thus energizing the brake means thereby holding the clutch element 84 stationary together with the drive means connected thereto, such as the hollow shaft 6| and the power take-off shaft 50 and ultimately the traction wheels I6 and I1.

The two clutch elements 83, 84 are engaged by shifting the normally rotating element 83 forwardly on the sleeve 82, on which it is: journaled. This is accomplished by means of a thrust collar I I0 which bears against a pair of thrust washers I I I adjacent the outer end of the pulley member 8 I. A forwardly acting pressure against the collar III) urges the clutch member 83 into clutching engagement with the normally stationary clutch member 84, the pressure against the thrust collar III) acting through the clutching surfaces and the clutch member 84 to force the latter forwardly on the hollow shaft 6|, to separate the brake elements 91, IOI, thereby permitting power to be transmitted freely from the pulley member 8| through the clutch member 84 to drive the power take-off shaft 50.

When pressure is relieved from the thrust collar IIO, the compression spring I05 immediately forces the clutch member 84 rearwardly on the hollow shaft 6| to apply the braking surfaces 91, I0| to stop the rotation of the clutch member 84 and power take-off shaft 50, while the pulley member 8| continues to rotate in view of the absence of pressure against the clutch surfaces.

The brake elements 91, I0| can be disengaged without engaging the clutch, by shifting the sleeve 82 forwardly on the hollow shaft 6|, into engagement with a collar II 2 which bears against the rear side of the hub 85. The sleeve 82 is provided with a radially outwardly extending flange II3 adjacent its rear end, through which pressure can be exerted to force the hub 85 forwardly against the pressure of the spring I05, and

thus shift the clutch member 84 and brake element 91 forwardly out of engagement with the stationary brake element I0 I The clutch and brake elements are actuated by means of a single control lever I20 (Figures 1 and 2), which is bifurcated at its lower end to provide a pair of upper and lower legs I2I, I22 (see Figure 3), which are swingably mounted on a pair of pivot bolts I23, I24, respectively, the bolts being disposed in vertical alignment and supported on a pair of vertically spaced lugs I25, I26 which are rigidly fixed, as by welding, to the forward face of the frame member 66. The upper and lower legs IZI, I22 of the control lever I 20 are provided with a pair of cams I21, I28, which are offset to the right of the vertical pivot axis of the pivot bolts I23, I24, as best illustrated in Figure 1, whereby a forward or counterclockwise swinging movement of the control lever I20 about its supporting axis urges the cams I21, I28 forwardly into contact with the rear face of the thrust collar I I0, to force the clutch members 83, 84 into coacting engagement and to disengage the brake elements 91, 1 0|.

The upper and lower legs I2I, I22of the contr'ol lever I 2 are provided with a second pair of 'c'ams I29, It'll/rigidly fixed, as by'weldingpto the inner sides of th'e legs 121, 122, respectively, on the left hand side o'f the pivot a'xis I 23,:asviewed in Figure '1. It is evident that a rearwardmove- "merit of the 'contr ol lever "I20 about its pivot b'o'lts I23, I24 urges the cams 429, 1-30 into engagement with theradial flange 3 011 the sleeve '82, forcing the latter forwardly again'stthethrust collar 1 I2, to urge the hub 85 forwa'rdly on'the hollow shaft 6 I thereby separating the brakes 01, I01 Inasmuch as thecains I2 1,128 swin'g rearwardly when the lever I 20 is moved rearwardly, a's "Viewed in Figure 1, the clutch elements are not engaged at this time.

I he control lever I20 inclines upwardly and During operation, he tractor is driven 'for- "wardly by 'swinging the control lever Miforwardly to one active status 'orlposition, thereby engaging the clutch 22 in the usual manner. At the same time, the link 135 is shifted rear- 'wardly to swing the :lever I20 in'aclockwis'e'ditowardthe right from its vertical supporting axis,

and the upper end of the lever is swingab'ly connected to the rear end of a link 135 which extends 'forwa'rdly I and is pivotally connected to the Pivot bolt 45 on the lower end of the control lever 44.

It is now evident that when the control lever 04 is in its'vertical neutral position or status, both of the clutches onithe tr'actor aredisengaged and the brake elements 91, IO-I are :held -in firm engage'ment by the strong comp'ress'i'on spring I05. The crank shaft 2!) of the tractor rotates continuously, in a counterclockwise direction, as viewed in Figure 2, driving 'the pulley member 81 in a counterclockwise-direction, as viewed from the rear of the tractor, through the flexible endless V-belt 58, which is trained over the driving pulley 56 with its upper -and--1ower runs passing above and below the tractor axle housing I2, respectively, and around a pair of -id-ler's I36, I31, which are journaledon a mir or stud shafts I38, I39, the latter being mounted on bracket plates M0, I 41. The upper bracket plate 140 is supported by bolts I42 on the side-of the frame member 66 and supports the upper'idler136 in'such a position that a line drawn tangent to the'upper portion of the driving "pulley '56 and extending rearward-1y therefrom, is also tangent to the upper idler 136. "The rear portion of the idler I36 is disposed in transverse alignment with the upperportion of the circumference of the driven pulley BI, so that a line draw-n tangent to the latter is also tangent "to the idler 136. Likewise, the lower idler I 31 is positioned at such anang'le that a line tangent to the "lower portion of the driving pulley 56 and-extending rearwardly beneath the tractor axle housin'g I 2 "isalso tangent to the side of the loweridler 13-1. Therearportion of the circumference'of the idler I31 is disposed in transverse alignment with the lower-side of the driven pulley' 8l so that a common tangent can be drawn therebetween. Both the upper and ower runs of the V-belt 58 are twis'tedthrough an angle of ninety degrees between the driving pulley and the idler's, and are untwisted 'back to normal position between the i'dlers and "the driven 'pulley.

The driving pulley 5'5 drives 'the-driven pulley 8I through the belt 58 in a direction opposite to that in which the power take-ofi shaft 5il normally operates when the tractor is driven forwardly through the "conventional clutch mechanism 22. Hence, when power is transmitted through the clutch "mechanism '60, driving the power take-off shaft 50 in a reverse direction, the power is transmitted to the tractor wheels I6, I1 through the conventional change speed gears, gear G and drive axles I4, to drive "the tractor'rearwardly.

or to a second active status, the link is :moved forwardly, thereby swinging the lever 1-20 in a counterclockwise direction, as viewed "in Figure 1, and engaging 'the thrust collar M0 by the cams 52-1, I28, thereby engaging the clutch elements 83, -84 and'simultaneously disengaging the brake elements 91, Iiil. It will be noted that the "clutch elements 03, 84 engage slightly before the brake elements 91, l0 l are disengaged, thereby making the movements of the tractor positive and under absolute control of the control lever 42 at all times. When the clutch elements 83, '84 are engaged, the -conventional tractor clutch 22 is disengaged, for there is sufficient room for movement of the controlshaft 38 and clutch :control mechanism connected thereto in a disengaging direction to provide'for a suii'lcient length of stroke of the control lever A l to engage the rear clutch mechanism 60, although if necessary, sufficient play can be introduced in the connections between the link 43 and the arm 39 or control :lever '44 to provide ample lost motion for this purpose.

It is thus evident that with the mechanism shown and described 'herein, the forward and rearward movement of the tractor can be'controlled by the single :control'lever 44, and the brake is applied in the neutral position of the lever, thereby eliminating the necessity for shifting gears and for independent application-of the brakes, with the result that'the operation of the tractor is much simplified, permitting the operator to devote his attention to the control of the loader -or othehr implement associated therewith.

Referring now more particularly -to the embodiment shown in Figures 4, 5 and '6, 'the'tractor I0 of this embodiment is identical with the tractor shown in Figures 1, 2 and 3, and is equipped with the samekind of clutch mechanism 22 and transmission mechanism to the rear wheels of the tractor. In this embodiment,

however, the power for driving the tractor in the reverse direction is not transmitted from the flywheel 2| to the power take-ofi shaft, but rather is transmitted to the-belt pulley 25 to drive the latterin reverse direction by means of a power transmitting attachment, indicated generally by reference numeral I50.

'The attachment I50 comprises a transverse counter shaft, I 5!, which is disposed transversely beneath the body I] of the tractor I0 and for Wardly of the crank (shaft 20. The shaft I 5I isjournaled in a long tubular member 152, which is rigidly fixed at laterally spaced points to a pair of supporting plates I53, I54, secured by bolts 155, "I56 to the opposite sides of the tractor body II, respectively. The bolts I55 are inserted through suitable apertures I51 in the supporting plate I53, while the bolts I55 are inserted through other apertures I58 in the supporting plate I54. The shaft I I extends laterallyfrom the end of the tubular member I52 adjacent the flywheel 2| to receive a pulley I60 mounted thereon and secured against rotation relative thereto by a key I6I, which permits a limited amount of axial movement of the pulley I60 for purposes of adjustment, as will be explained later. The pulley I60 is provided with a V'- shaped groove I62 adapted to receive a V-belt I63 which is trained around the driving pulley 56 secured to the flywheel 2I by bolts 51, as explained hereinbefore.

The shaft I5I extends appreciably beyond the opposite side of the tractor and beyond the end of the tubular member I52, to receive a belt pulley I64 mounted thereon. The belt pulley I64 is mounted on a supporting disk or web I65 which is formed integrally witha hub I66, which is journaled on the shaft I5I intermediate the ends of the latter. A pair of thrust collars I81,

I68 are fixed to the shaft I5I by diametrically extending pins I69, I10, respectively, to prevent axial shifting movement of the hub I66 relative to the shaft I 5|. Thrust washers I 1| are disposed on the shaft I5I between each end of the hub I66 and the thrust collars I61, I68.

The belt pulley I64 is driven by power transmitted through the shaft I5I and through connectible and disconnectible drive means including a clutch member I13, which is generally bell shaped and has a supporting hub I14 secured to the shaft I5I by a key I15 preventing relative rotation therebetween, but permitting axial sliding movement of the clutch member through a limited range of movement. The clutch member I13 is provided with a frictional engaging surface I16, which is shiftable into engagement with a flat cooperative clutching surface I11 on the side of the pulley web I65 when the clutch member I 13 is urged inwardly against the pulley, the thrust reaction being taken by the thrust collar I61. The clutch member I13 is shifted axially on the shaft I5I by means of a pair of cooperative camming members I18, I19, which are rockable on the shaft I5I adjacent the outer end thereof. The camming members I18, I19 are in the form of hubs or sleeves, which are provided with interengaging inclined camming surfaces I8I, I82, respectively, which act to force the camming members I18, I19 axially apart responsive to relative angular movement thereof about the axis of the shaft I5I. The inner camming member I18 transmits force through 'a plurality of thrust bearing washers I80 to the outer surface of the clutch hub I14 and the reaction of this thrust is absorbed through a plurality of thrust bearing washers I83 against a pair of lock nuts I84 threaded on the end of the shaft I5I. camming member I18 is provided with a holding arm I85, preferably formed integrally therewith and extending forwardly therefrom. The arm I85 is connected by a link I86 to a downwardly The inner extending lug I81, which is fixed, as by welding.

to a laterally extending beam I88 supported on the supporting plate I54 and extending transversely in front of the shaft I5I.

The other camming member I19 is provided with an upwardly extending actuating arm I9I,

preferably integral therewith and connected by an actuating link I92 which extends forwardly end of an actuating lever I 94, swingably mounted on a vertically extending stub shaft I95, which is rigidly fixed to the transverse handle lever beam I 88. During rotation of the shaft I5 I, when the outer camming member I19 is shifted angularly in a counterclockwise direction, as viewed in Figure 5, relativeto the inner camming member I18 which is held against rotation by the arm I and link I86, the action of the camming surfaces I8I, I82 forces the inner member I18 against the outer face of the hub I14 through the thrust washers I80, thereby shifting the clutch member I13 toward the pulley web I65, engaging the clutching surfaces I16, I11 and transmitting power to rotate the pulley I64. This is accomplished by swinging the actuating lever I94 in a clockwise direction about the stub shaft I95, as viewed in Figure 6. The lever I94 is shown in Figure 6 in a neutral position, in which the lever is substantially parallel to the transverse supporting beam I88.

A brake means for the driven means (including the pulley I64) comprisinga generally bell shaped braking member 200' is disposed on the opposite side of. the pulley web I65 and is provided with a mounting hub 20I. which embraces the shaft I5I and is journaled thereon and is also free to shift axially on the shaft I5I throughout a limited, range of movement. The braking member 200 is provided with a frictional brake surface 202 engageable with a cooperative flat surface 203 on the inner face of the pulley web I65. The brake member 200 is held stationary by means of a link 204 connected to an arm 205 preferably formed integrally with the hub 20I, and the link 204 is connected at its forward end with an ear 206, which is rigidly fixed, as by welding, to the transversebeam I88. The hub 20-I is provided with a pair of diametrically spaced camming surfaces 2| 0 on the inner end thereof, which are engageable with cooperative camming surfaces 2I I on a brake actuating collar 2 I2, which is journaled on the shaft I5 I between the hub 20I and the adjacent end of the supporting tube I52. A spring washer 2I3 encircles theshaft I5I between the end of the. tube I52 and the adjacent end of the actuating collar 2 I.2..

Figure 6 shows the actuating member 2I2 disposed in its brake engaging position, with the high parts of the camming surfaces 2 I0, 2 in contact with each other, thereby urging the braking member 200 into braking engagement with the surface 203 of the pulley web I65. The actuating member 2 I 2 reacts against the spring washer 2 I3, which provides a resilient backing for resisting the thrust of the camming faces 2 I0, 2I I.

Angular movement of the camming member 2 I2 in either direction from the neutral position as shown, moves the high point of the cam 2 I I out of engagement with the high point on the cam 2 I 0, thereby relieving the thrust against the brake member 200. The angular movement of the camming member 2 I 2 is provided by means of a link 2 I 5 which is pivotally connected at 2I6 to the actuating lever I94, at a point spaced inwardly from the pivot shaft I on the opposite side from the link connection I93 to the clutch mechanism. The link 2 I5 extends rearwardly from the lever I94 and is swingably connected to an upwardly 1 extending arm 2I1 which is rigidly fixed, as by welding, to the camming member 2I2.

' The actuating lever I94 is moved in a horizontal plane about the vertical axis of the pivot pin I95 .by means of a control link 220, which is connected by a pivot pin 22I to the inner end of the lever The belt pulley I64 of the attachment; I'5I'I- is connected with the tractor belt pulley 25' by meansof aflexible, endless, flat-power-transmit; ting belt 225, whichis crossed between the two pulleys so that clockwise rotation of the pulley I'64, as viewed in Figure will cause'a counterclockwise rotation of the tractor belt pulley-25p During operation, the crank shaft and flywheel 2I of the tractor rotatein the direction ;of the arrow (clockwise), as shown in Figure 4 and drive through the V -belt Nistorotatethe" shaft I5! in a clockwise direction, asVieWed-inlligureE. When the operator swings" the control lever 4.4 forwardly from its vertical neutral position, the

clutch mechanism 22 within the beltpulley zfi is engaged, as explained hereinbefore; to drive thetractor forwardly throughthe conventional'itractor transmission mechanism, at" which time the belt pulley 22 rotates in a clockwisedirecti'on, as viewed in Figure 5; Shifting thecontrol lever; k4

forwardly causes the link 220 to. move rearward ly'and. thereby swings thev actuatinglever" term a counterclockwise direction. Thisacts. through the link 2I5 to swing the-vertical arm' 2'11 rearwardly, releasing the pressure ,on theibrake memher 280 and permitting the pulley I64 to rotate freely on the shaft I5I in a; counterclockwisedirection by power received through th'eicrossed mechanism 22 is disengaged and the forward' shifting movement of the. connecting link 22!) shifts the actuating lever I94. in a clockwise direction, asviewed in Figure 6, back to. the transverse neutral position, and at the same time en gaging the camming surfaces 2"]; ZILI to force the brake surfaces 202; 203 into engagement, thereby brakingthe tractor through thebelt 225..

To drive the tractor in reverse, the operator pulls rearwardly onthe control lever 44;, thereby swinging the actuating lever I194 in, a clockwise direction to disengage the high points on the camming members 211, 212, to release thehrake, and forcing the link I92 rearwardly to shift the outer camming member I19 in a counterclockwise direction, thereby forcing the inner cam;- ming member I'I8 inwardly and applying pressure againstthe clutch member I"I'3 to engage the V 263, canbe compensated for by adjustment of a pair of lock nuts 221- against the drive pulley I60, thereby shifting the shaft I5I and the belt pulley I64 thereon outwardly relative to the tubular member I52 and brake member 200, thereby 12 bringing thesurfaces 202, 203' into closer engagement'; This also. has theeffect of bringing the cl'ut'chmember I'I3 into closer frictional engagement' with the? clutch surface IIB. Further adjustmentof' the clutching surfaces I15, IT! can be made by-ad'justing'the lock nuts I84 to shift thecammingmembers I18, I19 and the clutch member I 'I3-axi'al1yrelative to the belt pulley I64.

I claim:

1. Drive mechanism for a tractor or the like having traction means, comprising in combination, an engine crankshaft, a transmission shaft element connected to said traction means, a first clutch mechanism interconnecting said crankshaft and said transmission shaft element and engageable to drive the latter in a forward direction; a power take-off element connected with said transmission shift element, a second clutch mechanism interconnecting said crankshaft and said power take-oil element and engageable to drive said transmission shaft element in a reverse direction, brake means associated with one of, said clutch mechanisms for braking the element driven by the latter, a control member movable into three spaced positions, and means connecting said member withlsaid first and second clutch mechanisms and with. said. brake means and constructed and arranged to engage either of said clutch mechanisms or said brake means, selectively, by movement of said member into said three" positions, respectively- 2: In a tractor having'a longitudinally extending body carried" on, a pair of laterally spaced traction wheels, the. combination of a transverse engine crankshaft extending, outwardly of said body on one side thereof; a. transmission shaft in said body connected to said traction wheels, first clutch mechanism interconnecting said crankshaft and said transmission shaft and engageable to drive the latter in one direction, a power take -off" shaft connected with said transmission. shaft and" extending, rearwardly out of the rear end of saidbod'y, an external power transmitting, connection between the outwardly extending ends of said crankshaft and. said power take-off shaft and including a. second clutchmechanism engageableto drive said transmission shaft in. the opposite direction thr'zough said power take-off shaft, brake means associated, with said; second, clutch, mechanism for. braking; said; power take-01f shaft and hence said transmission shaft and. said. wheels, a controll lever mounted on, said tractor for shifting movement in either of two. relatively opposite directions from an intermediate neutral, position, and means connecting said. lever with said first and second clutch mechanisms andwith said brake'meansso constructed andlarranged as to engage said brake means, and disengage both clutch mechanisms. when said lever is in said neutral position, and to disengage said brake means and engage. said clutch mechanisms, selectively, by shifting said lever in said opposite directions, respectively. V

3 The combination set forth in claim 2, including the further provision thatv said external power" transmitting connection includes a first pulley mounted. on the outer end of said crankshaft, a second pulley mounted on said power take-off shaft, a pair of vertically spaced idlers mounted-on said tractor rearwardly of said first pulley and laterally of said second pulley, and a single endless power. transmitting belt trained over' said first pulley and extending rearwardly therefrom, then trained over said vertically spaced idlers and extending laterally therefrom and trained over said second pulley.

4. An attachment for driving a rearwardly extending splined power take-off shaft on a tractor from a transversely extending power shaft on said tractor to propel the tractor independently of the engine clutch of the tractor, comprising in combination, a driving pulley adapted to be fixed to said power shaft, an extension shaft adapted for connection to said splined shaft, a supporting frame on which said extension shaft is journaled and adapted to be mounted on the rear end of the tractor, a driven pulley journaled on said extension shaft, clutch means separate from the engine clutch and including a clutch element on said driven pulley and a cooperable clutch element keyed to said extension shaft but slidable axially thereon, a pair of cooperable brake elements on said slidable clutch element and on said frame, respectively, control means for engaging said clutch elements and disengaging said brake elements and vice versa, a power transmitting belt adapted to engage said pulleys, and idlers adapted to support the two runs of said belt for training said runs around a substantially ninety degree turn.

In a tractor having a longitudinally extending body carried on a pair of traction wheels, the combination of a transverse engine crankshaft extending outwardly of said body on one side of the latter, a driving pulley fixed to said crankshaf, a transmission shaft in said body connected to said tractor wheels, a driven pulley disposed on the opposite side of said tractor body and connected with said transmission shaft, a first clutch mechanism interconnecting said crankshaft and said driven pulley and engageable to drive said transmission shaft in one direction, a transverse auxiliary shaft mounted on said tractor body, a pair of pulleys mounted on said shaft in alignment with said driving and driven pulleys, respectively, a pair of belts trained over the two pairs of aligned pulleys, respectively, one of said belts being crossed, a second clutch mechanism associated With one of said pair of pulleys and engageable to transmit power from said driving pulley through said auxiliary shaft to said driven pulley to drive said transmission shaft in the reverse direction, brake means connected with said auxiliary shaft, a control lever mounted for shifting movement in either of two relatively opposite directions from an intermediate neutral position, and means connecting said lever with said first and second clutch mechanisms and with said brake means so constructed and arranged as to engage said brake means and disengage both clutch mechanisms when said lever is in said neutral position, and to disengage said brake means and engage said clutch mechanisms, selectively, by shifting said lever in said opposite directions, respectively.

6. In a tractor having a longitudinally extending body carried on a pair of traction wheels, the combination of a transverse engine crankshaft extending outwardly of said body on one side of the latter, a driving pulley fixed to said crankshaft, a transmission shaft in said body connected to said tractor wheels, a driven pulley disposed on the opposite side of said tractor body and connected with said transmission shaft, a first clutch mechanism interconnecting said crankshaft and said driven pulley and engageable to drive said transmission shaft in one direction, a transverse auxiliary shaft mounted on said tractor body, a pair of pulleys mounted on said shaft in alignment with said driving and driven pulleys, respectively, one of said pair of pulleys being fixed to said auxiliary shaft and the other being journaled thereon, a second clutch mechanism including an axially shiftable clutch element keyed to said auxiliary shaft and engageable with said pulley journaled thereon, braking mechanism anchored on said body and engageable with said journaled pulley, a pair of belts connecting said driving and driven pulleys with said pair of pulleys, respectively, one of said belts being crossed, a control lever mounted for shifting movement in either of two relatively opposite directions from an intermediate neutral position, and means connecting said lever with said first and second clutch mechanisms and with said brake means so constructed and arranged as to engage said brake means and disengage both clutch mechanisms when said lever is in said neutral position, and to disengage said brake means and engage said clutch mechanisms, selectively, by shifting said lever in said opposite directions, respectively.

7. Drive mechanism for a tractor having traction means, comprising, an engine crankshaft, a first output element connected to and driven by the crankshaft, a second output element connected to and driven by the crankshaft, transmission mechanism connected to the traction means, first clutch means selectively connectible or disconnectible between the first output element and the transmission mechanism, second clutch means selectively connectible or disconnectible between the second output element and the transmission mechanism, means interconnecting the two clutch means for selectively effecting simultaneous disconnection of both or connection of either without connection of the other, brake means selectively energizable or deenergizable for braking or releasing the transmission mechanism, and means interrelating the brake means with the clutch-interconnecting means for effecting energizing of the brake means when both clutch means are disconnected and for deenergizing the brake means when either clutch means is connected.

HAROLD M. STUELAND.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 341,491 Masterman May 11, 1886 603,047 Pickering Apr. 26, 1898 812,703 Truitt Feb, 13, 1906 938,196 Wyman Oct. 26, 1909 1,665,984 Scaggs c- Apr. 10, 1928 1,684,705 Humphreys Sept. 18, 1928 1,702,371 Witry Feb. 19, 1929 1,938,855 Moyer Dec. 12, 1933 2,037,643 Voigt Apr. 14, 1936 2,175,383 Eason Oct. 10, 1939 2,186,306 Paul Jan. 9, 1940 2,301,133 McElhinney et a1. Nov. 3, 1942 

